Draft and buffing gear



Oct. 13, 1931.

F. E. STEBBINS DRAFT AND BUFFING GEAR Original Filed March 15, 1923 2 Sheets-Sheet 1 I B E :1: 21 6 g g 1 I r l I I C) V, 13 I a a 0' 2 20 I I l "/238 23 r;:;::-: 1:. 'fi 'T"-'*%- I I I l J) 15 A 10 Jr 1mm A 8 e976 Oct. 13, 1931.

F". E. STEBB INS DRAFT AND BUFFING GEAR Original Filed March 15, 1923 2 Sheets-Sheet 2 I AZK4%ZZ I l 30 "I l l 1 1 zyyzzzzz l I w Patented a. 13, 1931 entran STATES PATENT-cert FRANK- E. STEIBBINS, or WASHINGTON, ms'rn iorr or COLUMBIA DRAFT AND BUrrIne GEAR Application filed March 13, 1923, Seria1- No. 624,713. Renewed May as, 1930.

This application is a continuation in part of my application for Letters Patent filed January 13, 1923, Serial No. 612,484, w1th added modifications.

' One object of the invention is the provision of a draft and bufing gear, first, which Wlll offer a great or maximum resistance in moving from; normal to closed position; and, secondly, a much less or minimum resistance in moving from a closed to a normal position. The first mode of operation is especlally essential in buffing. The second mode of operation is essential in train movements when the parts of the gear should quickly release and follow up'the outward movement of the drawbar or'be releasedto their full normal positions with one-half the full outward travel of the drawbar to prevent slack whichresultsiri shock and the parting of 2a the train. That is, if the drawbar has a reciprocal movement of 4", when it has traveled outwardly 2 the gear should occupy its normal full released position so as to cushion the remaining of outward travel of the are of different weights, and when passing over humps and through dips, different parts of the train or different cars have different velocities and momentums and the gears are as closed and opened repeatedly, and after closing there must be a quick release and movement to normal position to cushion further outward travel of the, drawbar or sudden relative inward movements of the same. In other words, when closing the gears should offer a maximum resistance, and in releasing collapse or recoil at once with much less or minimum resistance v r Another object is the provision of acomhination of'parts in a gear having the following modeof operation, to .wit: A relatively short reciprocal travel of the drawbar which will increase or accelerate in a certain. ratio the travel of certain friction p elements, thus doing more work, and'which .rwill also release or collapse and move from a drawbar. In applying the brakes as the cars .rod omitted.

large friction area so the pressure will be distributed over a large surface with less Wear of the parts; and, secondly, which will have each pair ofthe friction surfaces beherein set forth and specified in the claims whereby improvedresults are secured.

Theaccompanylng drawm gs illustrate one full example of the embodiment of the in- .vention, and structed and the partsccombined according to the best modes of procedure I several modifications, conhave-so far. devlsed for the purpose.

Figure 1 is a top plan view ofcar draft beams, front follower stops and coupler shank and key of usual constructiomwith the improved gear located mainly between the beams, the skeleton frame being partly in horizontal section, the top plate of the frame being removed, and one draft beam being partly broken away. Figure 2 is a cross section in elevation of Figure 1 taken on line 2-2, showingthe two friction blocks, the top and bottom plates of the frame and theslotted guide plate in section.

Figure 3 is a top plan view of a slightly modified embodiment of the invention independent of the car frame attachments, the top plate of the skeleton frame beingremoved, and the springs andsleeves on the a Figure" 411s atop plan View, showingthe. double wedge accelerated or differential friction block and the guide plate united so they move together, as in Figure 3.

Figure 5 is a cross I section in elevation taken on line 4-4 of Figure 4, showlng the wedge or frustum of a Wedge 3, the friction blocks and top and bottom plates of the frame in section and part of each friction surface of the wedge 3 in elevation.

Figure 6 is a top plan view of the double wedge accelerated or differential friction block made in two parts and united, the guide plate being omitted.

Figure 7 is a top plan view of the double wedge differential block of Figure 6 made in one piece.

Well known parts of the car frame on which the gear is supported and attachments are the channel beams A A spaced apart, the front follower B, front follow stops C C secured to the beams and slotted, as al so'are the webs of the beams, to allow reciprocal movement of the key D located in the slots, and the coupler shank E also slotted to receive the key. A back stop or stops for the skeleton frame, a bottom cross plate for loosely supporting the same so it can re ciprocate, and a yoke F shown in section in Figure 4 are provided, but not reproduced, except the plate and yoke, inasmuch as the construction and use of all are well known to those skilled in the art.

Associated with the before mentioned parts is the gear proper comprising the skeleton frame and the movable parts in combination therewith.

The skeleton frame consists of a friction box 1 having an opening with inwardly inclined surfaces 2, 2, a wedge or irustum of a wedge 3 havin v inwardly inclined friction surfaces 4, 4, and a slot 5 within which is located, in Figure 1, a projecting guide plate (3 and top and bottom parallel plates and 8. The skeleton frame may be cast integral or the parts fashioned separately and united by bolts or rivets or by welding. The friction boX may be formed separately and nited to the ends of the top and bottom plates in any way desired. The guide plate 6 in Figure 1 is seated within the tapered slot 5 and may be held in place by bolts or rivets 9 passed through the top and bottom plates and the metal of the wedge 3, as is obvious. T he skeleton frame is open at one end, open substantially at the sides and closed at the other end by the wedge or fru'stum of a wedge 3. The length of the top and bottom plates between the rear of the wedge and friction box is approximately 14 or and the thickness of the top. and bottom plates should be sufci nt to withstand the initial forces of drawing and buffing.

Referring to Figures 1 and 2 especially, the movable parts supported.v mainly by the skeleton frame are the rodlO with threaded ends located within an elongated slot 11 in the guioeplate 6 and the elongated slots 12, 12 in the webs of the draft beams; perforated friction blocks 13 with beveled ends, sleeves '14, each bearing on a block at one end, and

the other end having a bearing 15 for a 7 the inelinedisurfaces of the friction b n, and

the friction surfaces 19, 19 of the double wedge differential block.

The beveled ends of the friction blocks 13, the surfaces 20, 20 and the inclined surfaces 4, 4 of the wedge or frustum of a wedge 3 are corrugated, as indicated by dotted lines at 23, to increase the areas of the bearing surfaces.

The mode of operation is as follows: In buffing the shank of the drawbar E travels rearwardly, forcing the front follower B, side wedges 22, 22, the double wedge accelerated or differential friction block, the friction blocks 13; 13 and the rod and springs towards the right or .rearwardly The side wedges slide towards each other on the follower B and move into the friction box accelerating the movement of the differential wedge block 18 so it travels inwardly twice the distance traveled by the drawbar.

The friction blocks travel longitudinally and outwardly upon the friction surfaces 20, 20 and up the surfaces 4, 4 on the wedge 3 and force thesleeves 14, 14 outwardly and'compress the springs. V

In drawing the skeleton frame is advanced by the yoke, the front follower B is stationary and the friction elements travel as in the way described in bufling and compress the springs.

It will be noted that in the design as illustrated the friction blocks each travel outwardly approximately 2", which is the same distance as the inward travel of the drawbar. This length of travel is due to the presence of the double wedge accelerated ordifferential friction block 18. If not accelerated, this block 18 would travel inwardly 2 and the fri ion blocks 13 be moved outwardly 1 each.

To allow the rod 10 to travel the required distance back and forth the plate 6, the end of the wedge 3 on line a-a, and the wedge ends of the double wedge differential friction block 18 on line 5-?) are slotted.

When the gear is entirely closed the end of guide plate 6 engages the metal, of the double wedge differential block at the end of slot 21 and part of the surplus kinetic energy is transmitted through the plate 6 to the rear stop or stops.

Figure 0 shows a slightly modified con- I struction. The slot in the wedge or frus- I slotted at 31 and the slotted guide plate 6 driven into the slot, where it is rigidly held so it will move along with the double wedge difierential friction block. The free end is guided in the slot 30, as is obvious. A hole 32, dotted lines, is provided for the insertion tion block is to be removed from the frame. 7

of a rod to drive the plate Gout of the slot 31 when the double wedge differential fric- Figure 3 also shows the friction surfaces of the friction blocks 13 in contact with the friction surfaces 4, 4 of the wedge 3 and the friction surfaces 20, 20 on the double wedge block in planes at different angles.

Figures 4 and 5 show another modification. The guide plate 6 is united to the double wedge differential friction block as described in connection with Figure 3, and the free end is guided in the slot in the same way. As shown by Figure 5, cross section on line 1-1, each friction surface on the wedge or frustum of a wedge 3 is in two planes angularly disposed to each other. 33 are inwardly inclined and meet at the center line 3%. The friction blocks 13, 13 have surfaces 35, 351natching the surfaces 33, 33. This formation increases the'area of the surfaces in contact. The top and bottom plates 7 and 8 are integral with the wedge or frustum of a wedge 3, as clearly shown.

Figure 6 shows the-double wedge accelerated or differential friction block 18 made in two detachable parts. A stem 36 on one part isfrictionally seated within a hole 37 in the other part. A hole 38, indotted lines, permits a rod to be driven'in to separate the parts.

Figure 7 shows the double wedge accelerated'or differential friction block 18 made in one piece. It may be used, as well as the block shown by Figure 6, without a guide plate. 7

On reference to the severalexamples of the embodiment of the invention it will be seen that all the planes of contact of the friction elements between the'limits of travel are angularly disposed to the ion gitudinal axis of the gear and the line of bufling and drawing, and that there are no frictional planes of contact between the lines of travel parallel with the line of bufing and drawing. This-arrangement insures easy and quick release without the sticking of the surfaces in contact. The double wedge accelerated or differential friction block in Figure 1 does'not press against the guide plate 6, and the guide plates of Figures 3 and 4 are loosely seated'and freely movable within theslot in the wedge r frustrum of a wedge 3. The purpose of the guide plates is to hold the parts in alignment, and when the gear is closed to transmit part of the excess of kinetic energy to-the rear stop .or stopsand lessen the stresses. in thetop The two surfaces'33,

and bottom plates of the skeleton frame in buffing. c

It will be noted that the double wedge accelerated or differential friction block 18,

whether made in one or several parts, is a substantially rigidbody and that its pressure frictional surfaces are all in planes oblique to the longitudinal axis of the frame or line of bufiing and drawing so it will readily and quickly be released from contact with the friction blocks when drawbar pressure is withdrawn therefrom.

In the practical embodiment of the invention the friction surfaces of the wedge or frustrum of a wedge 3, the surfaces 20, 20 of the double wedge accelerated or differential friction block, and the ends of the friction blocks 13, 13 may be fashioned according to the disclosure in Letters Patent granted to Ost'rander on February 16, 1909, No. 912,723, to secure easy initial movements of the said friction elements in closing, increased hearing areas, and relative increasing resistance as the gear closes.

In gears heretofore designed having a relatively short drawbar travel and means for accelerating certain parts the spring capacity has necessarily been limited and.attempts to obviate this imperfection have been unsuccessful, and in gears designed with the springs outside the draft beams on'a rod at right angles to the line of draft an excessive length of travel forwardly and rearwardly of the drawbar, 3%, or more, has been necessary to move the friction blocks outwardly thei'equired distance to adequately compress the springs. The combination of parts herein shown and described secures the. advantages of a relatively short travel of the drawbar, adequate spring capacity, and an adequate compression of the springs to insure more work being performed by the friction elements, and at the same time provides for a quick and easy release of the parts from closedto normal positions without sticking.

The mode of operation or law of the gear identifies the invention, that is, a maximum resistance in closing, due to the presence of adequate spring capacity and the acceleration ofcertain parts with a relatively short drawbar travel, and a quick release with a small or minimum resistance and without sticking, due to all the surfaces or ilanes of contact of the friction elements being angularly or obliquely disposed to the longitudinal axis of the gear or line of drawing and buffing.

What I claim is: r l. The combination in a draft and bufiing gear, of a frame with friction surfaces inclined to the longitudinal axis of the frame; side wedges and friction blocks having transverse and'longitudinalmovements relative to the longitudinal axis of the frame; means for imparting motion to the side wedges; a double wedge accelerated frictionblock between and in pressure frictional contact only with the said wedges and the said friction blocks, said double wedge friction block being movable parallel with the longitudinal axis of the frame; and yieldable means, as springs, located and suitably supported outside the said friction blocks and acting upon said blocks at angles to the longitudinal axis of the frame.

2. The combination in a draft and bufiing gear, of a frame with top and bottom plates, friction surfaces at one end of the frame and a metallic element or box having a central opening with inclined friction surfaces at the opposite end; a rod angularly disposed to the longitudinal axis of the frame; friction bloclrs and springs on the rod, said friction blocks be-in in contact with the said friction surfaces at one end of the frame; means for holding and adjusting the springs on the rod; means for transmitting energy from the friction blocks to the springs; a follower; and friction elements between the friction blocks on the rod and the follower including side wedges and a double wedge accelerated or differential friction block in pressure frictionalcontact only with the side wedges at one end and with the friction blocks 'on the rod at the otl er end.

3. The subject-matter of claim 2 with the addition of a guide plate or column for the double wedge accelerated friction block, said plate being fixed at one end to one of the elements having friction surfaces and the opposite end freely movable within a slot in another of the elements having friction surfaces.

i. T he subject-matter of claim 2 when the double wedge accelerated friction block is provided with an elongated slot, with the addition of a guiding element or plate one end.

of which is freely movable in the saidslot in the said double wedge accelerated friction block.

5. The subject-matter of claim 2 with the addition of a longitudinally disposed guiding plate or element for the double wedge accelerated friction block, said element being of such length that it forms a rigid column etween the ends of the gear when the gear is closed. r V 6. The combination in a draft and bufling gear having a frame with friction surfaces at one end and inclined friction surfaces at the opposite end, a rod disposed at angles to the longitudinal axis of the frame, friction blocks with friction surfaces at opposite sides of the rod mounted on the rod and engaging the friction surfaces at the end of the frame, springs on the rod, and means for transmitting energy from the friction blocks to the springs and vice versa, of a follower, side wedges movable simultaneously transversely and longitudinally of the axis of the frame, and a metallic accelerated device having pressure friction surfaces at opposite ends only and said surfaces in pressure frictional engagement only with the inclined surfaces of the side wedges and the friction surfaces of the said friction blocks.

7. The combination in a draft and buffing 7 gear having friction blocks with friction sur faces, and springs acting at angles to the longitudinal axis of the gear of a substantially rigid double wedge accelerated friction block, and means including side wedges to impart a differential or accelerated movement to said double wedge friction block, the friction surfaces of said double wedge friction block being in pressure frictional contact only with said friction blocks and said side wedges, whereby when closed the gear will easily release and return to normal position.

8. The combination in a friction draft and buffing gear having a frame with friction surfaces, of friction blocks, yielding means, as springs, acting at angles to the longitudinal axis of the frame and against the friction blocks, a double wedge accelerated friction tially rigid double wedge accelerated or differential friction block having pressure friction surfaces. at opposite ends disposed obliquely to the longitudinal axis of the said block and a longitudinal slot open at one end only for the reception of the said guide plate.

10. In a differentially acting friction draft and buffing gear, the combination of longitudinally arranged friction elements including a friction frame, friction side wedges, and a double wedge accelerated friction block, of transversely arranged and acting springs, a connecting rod for the springs, sleeves on the rod, and friction blocks on the rod, said double wedge accelerated friction block being in pressure frictional engagement only with the said friction side wedges and the friction blocks on the rod.

11. The combination in a draft and buffing gear, of a frame closed at one end by a wall and having an opening at the other end with inclined surfacesQ, 2; side wedges 22, 22 engaging said surfaces 2, 2; a rod extended crosswise of the frame; friction blocks and yielding means on the rod, each of said friction blocks at one end engaging a friction surface on the frame, a double wedge friction block between and in pressure frictional conof the engaging parts being angularly dis tact only at one end with the said side wedges posed to the longitudlnal axis of the frame.

22, 22 and at the other end with the said friction blocks on the rod.

12. The combination in a draft and bufling gear, of a frame having at one end inner friction surfaces and at th other end a friction box with friction surfaces inclined to the longitudinal axis of the frame, side wedges engaging said inclined surfaces of the friction box and having simultaneous movements longitudinally and transversely of the frame, a rod extending crosswise of the frame, friction blocks supported by the rod, spring means on the rod forcing the friction blocks towards each other, and a double wedge accelerated block in pressure friction engagement only at one end with the side wedges and at the otherend with the said friction blocks on the rod; said frame being slotted or open for the extension of the rod outside the frame.

13. The combination in a draft and buffing gear, of a hollow metallic frame closed at one end and having interior friction surfaces, and at the other end having an open friction box with friction surfaces inclined towards the longitudinal axis of the frame; a followerspaced from the open end of the friction box; side wedges engaging said follower and the inclined friction surfaces of the friction box; friction elements between the said side wedges and the interior friction surfaces at the closed end of the frame; including an accelerated friction block with friction surfaces at its opposite ends, and perforated friction blocks; a rod disposed crosswise and extending outside the frame and passed through the perforated friction blocks; and spring means on the rod forcing the perforated friction blocks towards each other and normally holding the gear in a re leased position; all the planes of the pressure friction contact surfaces of the gear being angularly disposed to the longitudinal axis of the gear, whereby after compression the instantaneous release of the gear to its normal position is secured.

1a. A differential friction draft and bufling gear comprising a hollow metallic frame open at one end and at the sides and having interior friction bearing surfaces; a follower spaced from the open end of the frame; and movable friction elements with bearing surfaces between the interior bearing surfaces of the frame and the follower comprising two friction blocks mounted upon a rod extended crosswise of and outside the frame and provided with spring means forcing said two friction blocks towards each other, an accelerated friction block, and differential blocks engaging the accelerated block the follower and the open end of the frame; the planes of all the contact friction surfaces In testimony whereof I aflix my signature.-

FRANK E. STEBBINS. 

